Heemann i



March 13, 1928. 1,662,106

H. l. A. DORNER INTERNAL COMBUSTION ENGIINE Filed Feb. 15. 1926 Patented Mar. 13, 1928.

UNITED STATES HERMANN A. DORNER, OF HANOVER, GERMANY.

INTERNAL-COMBUSTION ENGINE.

Application filed February 15, 1926. Serial No. 88A09.

The invention relates to internal combustion engines of the Dieselv type and has for its object first, the introduction of a sufficient quantity of air and the maximum comn'lingling of the same with the ejected fuel; second, the avoidance of the drainage of any portion of the fuel into contact with the lubricated wills of the cylinder; third, to obtain other advantages as hereinafter set forth.

In the drawings:

Figure l. a central longitiulinal section through a portion of the cy 'nder and piston.

Figure 2 is a horizontal section there through.

Figure 3 is a vertical. 3-3 of Figure 2.

With engines of the Diesel type where the fuel is directly injected into the highly compressed air, it is important to quickly obtain a thorough commingling of these elements. It also frequently happens that some portions of the fuel will collect on the walls and drain into the space between the piston and cylinder. This is objectionable both because of loss in efficiency and also because of the dilution of the lubricant. To overcome these defects I havedevised a construction as follows:

The cylinder A is provided with a head B having a recess C therein somewhat less in diameter than the cylinder and connected with the latter by the conical portion D. E is the piston having the annular conical portion F parallel to the portion D and the section on the line top portion Gr preferably slightly cupped' The recess C thus forms the clearance space in which the air is compressed and into which the fuel is injected through a nozzle II. The airis introduced through a port I which is controlled by the valve J.

With the construction as thus far described, when fuel is injected, this occurring near the completion of the compression stroke of the piston, it is separated from the lubricated walls of the cylinder by an air pocket formed between the conical portions D and F. The clearance between these con ical walls when the piston is at the end of its stroke, is comparatively slight and therefore the displacement of air occurring at the end of the stroke will assist in excluding the fuel.

To obtain maximum power and ellicieney it is desirable to introduce the maximum quantity of air into the cylinder as nearly as possible at atmospheric pressure and it equally important to effect a thorough com-- mingling of the compressed air with the atomized fuel. Both of these results are obtained by my improved construction as follows:

The air inlet port I controlled by the valve J is preferably located at one side of the axis of the cylinder and the passage K connecting to this port is inclined to said axis and tangentially tothe cylinder. This will cause the incoming current of air to travel in a spiral course throwing the whole massinto rapid revolution which continues during the succeeding compression stroke. To still further increase the velocity and the quantity of air so introduced, the passage It. is of Vcnturi form and preferably free from obstructions. Thus, as shown, the passage K is provided with the flaring inlet portion K and the port I forms a flaring outlet into the cylinder while intermediate these portions is the restricted throat portion K This will cause the air entering through the passage K to attain a high velocity in the throat K which in passing through the port I will cause a rapid whirling motion within the cylinder.

The area A of the valve opening is made greater than the sectional area at the throat of the venturi K so that no obstruction is offered to the passage of the incoming air and the direction of the flow of incoming air is unchanged until after the valve has been passed. The velocity of the air stream is increased during its passage from K to K and from K remains approximately the same in passing through the valve and entering the whirling column of air in the cylinder.

Thus, during the compression stroke the air in the cylinder which is finally forced into the recess C continues its revolution which will effect a thorough commingling with the fuel spray from the nozzle Hi What I claim as my invention is:

1. In an internal combustion engine of the Diesel type, the combination of a cylinder having a valve controlled inlet port in the head thereof and a single main inlet passage through said headv communicating with said port and arranged to direct the incoming charge tangentially of the cylinder and oblique to the axis thereof.

2. In an internal combustion engine of the Diesel type, the combination of a cylinder inlet passage controlled by said valve and arranged to direct the incoming charge obliquely to the axis of said valve and tangentially of said cylinder.

3. An internal combustion engine of the Diesel type comprising a cylinder having a valve in the head thereof at one side of the axis of the cylinder and an inlet passage of Venturi form controlled by said valve, the axis of said passage being oblique to the axis of the valve and tangential in relation to the cylinder. I a

41-. An internal combustion engine of the Diesel type comprising a cylinder having a 1 valve in the head thereof arranged at one side of the axis of the cylinder and an inlet passage through said head controlled by said head, said passage being of Venturi form and having a rectilinear axis oblique to the axis of the valve and tangential to the cylinder, the throat of said venturi being of an area less than the port opening for said valve. 7

5. An internal combustion engine of the Diesel type comprising a cylinder provided with a single main inlet passage of Venturi form having its axis directed tangentially of the cylinder.

6. An internal combustion engine of the Diesel type comprising a cylinder-provided with a single main inlet passage of Venturi form eccentric and oblique to the axisof.

said cylinder. r

In testimony whereof I afiix my signature.

QHERMANN I. A. DORNER. 

